Emergency-gear for locomotives.



(No Model.)

W/ TNE SSE 8 Patented A ug. l2, I902. W. W. MURGIL.

EMERGENCY GEAR FOB LOCOMOTIVES.

7 (Application flied. June 5., 1901. Renewed Jan. 16, 1902.)

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WITNESSES;

No. 706,988. Patented Aug. I2, I902.

. W. W. MUHCH.

EMERGENCY GEAR FOB LOCOMOTIVES.

[Appli cation filed line 5, 1901. Renewed Jan. 16, 1902.) (No Model.) 4ShaetsSheet 3.

ZNITED STATES WILLIAM WARNERIVIURCH, OF BROOKLYN, NEW YORK, ASSIGNOR OFONE-HALF TO JOHN R. PARKER, OF BROOKLYN, NEWV YORK.

EM ERG ENCY-G EAR Foe LOCOMOTIVES.

SPECIFICATION forming part of Letters IPatent No..706,988, dated August12, 1902.

Original application filed November 9, 1900, Serial No. 50,460. Dividedand this application filed June 5,1901. Renewed January 16,1902. SerialNo. 90,05 9. (No model.)

To (0 whom it may concern.-

Be it known that I, WILLIAM WARNER MUROH, a citizen of the UnitedStates, and a resident of the city of New York, borough of Brooklyn, inthe county of Kings and State of New York, have invented a new andImproved Emergency-Gear for Locomotives, of

which the following is a full, clear, and exact description, this beinga division of the application for Letters Patent of the United Statesfor an Automatic Safety Gear andSignal System, No. 50,460, filed by neon November 9, 1900.

The invention relates to block systems for railroads; and its object istoprovide a new and improved emergency-gear for locomotives forpreventing collisions by automatically shutting off the steam andapplying the brakes to bring the train to a standstill without anyaction on the part of the engineer in case the latter has disregarded adangersignal and is about to pass upon a section of the road occupied byanother train or into an open draw.

The invention consists of novel features and parts and combinations ofthe same, as will be fully described hereinafter and then pointed out inthe claims.

A practical embodiment of the invention is represented in theaccompanying drawings,

forming a part of this specification, in which similar characters ofreference indicate corresponding parts in all the views.

Figure 1 is a side elevation of a locomotive with the mechanism forautomatically operating the throttle-lever and the air-brake mech-'anism. Fig. 2 is a front end elevation of the same. Fig. 3 is asectional side elevation of part of the same with parts in a lockeddormant position. Fig. 4 is a similar view of the same with parts in areleased position. Fig. 5 is a transvere section of the same on the line5 5 in Fig. 3. Fig. 6 is a similar view of the same on the line 6 6 inFig. 3. Fig. 7is an enlarged side elevation of the locking-wheel, partbeing in section. Fig. 8 is a front elevation of the same. Fig. 9 is anenlarged sectional plan View of the cab end of the locomotive, showingthe connection with the throttle-lever and iheoonnection with theengineers valve-hanwhich the former is actuated by a wheel D of alocomotive or other motor D at the head of a train, and said trackdevice in'one block controls the setting to danger of: the controller Oin the preceding block and also controls the resetting of the trackdevice in this block, and thereby brings the controller O in the secondpreceding block back into a normal inactive position, as more fullyshown and described in the application referred to, so that furtherdescription of the track device and its workings and the detailconstruction of the controller is not deemed necessary, it being,however, understood that when the controller is in a danger or activeposition, as shown in Fig. 4, it serves to actuate the mechanism on thelocomotive or motor D to automatically shut ed the motive-agent supplyand to apply the brakes, and thereby bring the train to a standstill incase the engineer has disregarded the danger-signal at the entrance of ablock or an open draw. When the controller is in a danger position ithas its lever C standing in an inclined position, as shown in Fig. 4,and when the locomotive or motor D passes over this controller then. thelever O actuates the follow ing mechanism to shut off the throttle-valveand apply the brakes.

On the forward end of the locomotive-frame D is secured a hanger-frame Din which is journaled a transversely-extending shaft 0, having adownwardly and rearwardly extending arm 0', in which is journaled africtionroller O adapted to travel on the inclined top of thecontroller-lever C, as is plainly indicated in Fig. 4:. A spring 0 holdsthe arm O normally in a lowermost position, as shown in Fig. 3,'and thisspring 0 is actuated by a segmental arm 0 mounted to'slide in'a cross-'bar D of the hanger-frame D When the friction-roller 0 travels over thelever C then a rearward and upward swinging motion is given to the arm 0to turn the shaft 0 against the tension of the spring 0 and when thefriction-roller 0 leaves the controllerlever C then the spring 0 returnsthe arm 0' and shaft 0 to the normal position. (Shown in Fig. 3.) On theshaft 0 is secured an upwardly-extending wiper 0 adapted to push across-head P forward, said cross-head being secured on two bolts P,mounted to slide longitudinally in suitable bearings arranged on thelocomotive-frame. A spring P presses the cross-head P, so'as to normallyhold the latter and the bolts P in a rearmost positionthat is. with thebolts in engagement with teeth P pivoted in the periphery of crankdisksP P, secured on a-shaft P extending transversely and journaled insuitable beat?- ings on the locomotive-frame D Each tooth P is held inan outermost position by a spring P (see Fig. 7,) so that the bolts Plock the cran k-disksP P and the shaft P against rotation in thedirection of the arrow 01. (See Figs. 3 and 7.) Each of the crank-disksP is pivotally con necled by a link P with the piston-rod P of a pistonP mounted to reciprocate in a cylinder P secured to the locomo-Live-frame, indicated in Figs. 3 and 4:. A spring P coiled on thepiston-rod P rests with one end against one of the cylinder-heads andpresses with the other end the piston P so as to force the latterrearward when the bolts P move out of engagement with the teeth P uponthe wiper O pushing the cross-head P forward at the time thefriction-roller 0? travels on the top surface of the lever G Fig. 4.)The bolts P normally lock the crankdisksP P against rotation, asdescribed, the spring P then being compressed, as indicated in Fig. 2;but as soon as the bolts P move out of engagement with the teeth P thenthe spring P forces the piston P rearward,and the piston-rod P and linkP impart a rotary motion to the crank-disks in the direction of thearrow d to bring the disks to the position shown in Fig. t. Thecrank-disk P is connected with a throttle-lever Q, and the othercrank-disk P is connected with the engineers brake-lever R, and theconnecting mechanisms are arranged in such a manner that thethrottle-lever Q is actuated to shut off the steam,'and then theengineers' lever R is actuated to apply the brakes.

The intermediate mechanism between the disk P and the throttle-lever Qis arranged as follows: A wrist-pin F on the crank-disk P is connectedby a pitman Q with a piston Q mounted to slide in a vertically-disposedopenended cylinder Q", extending on the under side of the smoke-box ofthe boiler, as is plainly shown in Figs. 4: and 5. The piston Q2 has itspiston-rod Q, extending upwardly (See mates is a lug Q adapted. toengage a'lever Q connected with a pawl Q on the throttle-lever Q andserving to lock'the hand-lever in position on a segment Q in theusual-manner. When the crank-disk P is released and is caused to turn inthe direction of the arrow at, as previously mentioned, then the-pitmanQ first imparts a downward sliding mo tion to the piston Q so that thepiston-rod Q, actuates the bell-crank lever Q to move.

the rod Q forward, so that the lug Q first unlocks the pawl Qhand thenthe loop Q imparts a forward swinging motion to the lever Q, to closethe throttle-valve,and-thereby shut off the steam from thelocomotiveengine.

The connection between the crank-disk P and the engineers valveisarranged as follows: Onthe crank-disk P is a wrist-pin P connected byapitman R, with a piston R mounted to slide vertically in a cylinder Rdepending from the smoke-box of the locomotive, and said piston R hasits piston-rod R extending upwardly through a pipe R ,.reachingvertically through the smoke-box. The upper end of the piston-rod R isconnected with a bell-crank lever R engaging a rearwardly-extending rodR (seeFigs- 9, 10, 11

' and 13,) extending in the hollow hand-rail D of the locomotive. On therear end of the rod R is arranged a loop R engaging an arm R secured onone end of a shaft R extending transversely at the rear end of thelocomotive-boiler and jonrnaled in suitable be'aringsattached thereto.The other end of the shaft R carries a fork R straddling the engineerslever B, sothat when a turning motion is given to the crank-disk P asabove explained, then the pitman R imparts a downward motion to thepiston R and the latter, by the piston-rod R the bell-crank lever B, andthe rod R imparts a swinging motion to the arm R whereby the shaft R isturned, and the fork R imparts a swinging motion to theengineersbrake-lever R to turn the latter from the running position to aposition for application of brakes, so that the brakes are applied. Itis expressly understood that the crank-disks P P are simultaneouslyreleased when the friction-roller O travels over the controllerflever Cso that causes a forward swinging movement of the throttle-lever Q,while during the same period the. other wrist-pin P moves upward, andhence the loop R moves rearward and does not turn the arm R, and hencethe brakes are not applied until after the steam is shut off. Thus theaction is successive-that is, the steam is shut offand then the brakesareapplied to bring the train to a standstill in a comparatively shorttime. Thus the train is automatically brought to a standstill withoutany action on the part of the engineer, so that collision with the trainahead is completely avoided.

By having the loops Q R the engineer-is enabled to work thethrottle-lever Q and the engineers brake-lever R in the usual mannerduring the ordinary running of the train.

When, however, the throttle-lever Q and the engineersbrake-lever R areautomatically actuated as described, then it is necessary for theengineer toreset the entire device on the front of the locomotive tobring the rods R and Q back to their former position before the engineercan again actuate the levers Q and R. For the purpose described theshaft P is provided with gear-wheels S, in mesh with pinions S on atransverse shaft S journaled in suitable hearings on the front end ofthe locomotive, the outer ends of the shaft being polygonal for. theapplication of a wrench, crank-arm, or like tool to permit the engineerto turn the shaft S pinions S, and

gear-wheels S to rotate the shaft P in the reverse direction and bringthe crank disks back to their forward position, the released bolts Pagain engaging the teeth P, as pre viously explained.

Having thus fully described my invention, I claim as new and desire tosecure by Letters Patent 1. A safety gear and signal system forrailroads, comprising a track device and a controller for controllingsignals and for control ling mechanism on a locomotive, to automaticallyshut off the motive agent and to apply the brakes, said device having alever adapted to be depressed by a train-wheel, a cross-head, aconnection between the lever and the crosshead to move thelatter forwardon the downward movement of the lever, and a rod attached to thecross-head and extending rearwardly, said rod carrying means foractuating said controller, to set the latter to danger position, as setforth. l

2. A safety gear and signal system for railroads, comprising a trackdevice and a controller for controlling signals and for control-- lingmechanism on a locomotive, to automatically shut off the motive agentand to apply the brakes, said device having a lever adapted to bedepressed bya train-wheel, a cross-head, a connection between the leverand the crosshead to move the latter forward on the downward movement ofthe lever, a rod attached to the cross-head and extending rearwardly,said rod carrying means for actuating said controller, to set the'latterto danger position,

and a spring device for said connect-ion, to

move the latter and theleverback to a normal ed to be depressed by atrain-wheel, a cross head, a connection between the lever and thecross-head to move the latter forward on the downward movement of thelever,a rod attached to the cross-head and extending rear- Wardly, saidrod carrying means for actuating said controller, to set the latter todanger position, and means connected with the rear end of said rod formovingthe cross-head of the preceding track device into a normalposition, as set forth.

4. A safety gear and signal system for railroads, comprising a trackdevice and a controller for controlling signals and for controllingmechanism on a locomotive, to automatically shut off the motive agentand to apply the brakes, said device having a lever adapted to bedepressed by a train-wheel, a cross head, a connection between the leverand the cross-head to move the latter forward on the downward movementof the lever, a rod attached to the cross-head and extending rearwardly,said rod carrying meansfor actuating said controller, to set the latterto danger position, and signals connected with and set by said rod, asset forth.

5. A safety gear and signal system for railroads, having a track device,comprising a lever adapted to be engaged bya train-wheel, a link-leverengaging with one end the said wheel-lever and traveling freely at itsouter end on a fixed incline, a spring-pressed piston, and a linkconnection between said lever and the piston-rod of said piston, as setforth.

6. A safety gear and signal system for railroads, having a track deviceprovided with a track-lever adapted to be engaged by a trainwheel, asecond lever hung on links and having a friction-roller engaged by theunder side of said track-lever, an adjustable block having an inclineengaged by another frictionroller on said link-lever, a cylinder, aspringpressed piston therein, and a connection between said piston andsaid link, as set forth.

7. A safety gear and signal system for railroads, having a track deviceprovided with a casing having an opening in the top, a lever fulcrumedwithin the casing and having a portion extending through said opening,and

a packing in the walls of said opening, for engaging the portion of saidlever extending in the opening, as set forth.

8. A safety gear and signal system, provided with a track device havinga track-lever adapted to be engaged by a train-wheel,

name to this specification in the presence of a shaft connected with andadapted to be turned by said lever, Wipers on said shaft, and twosubscribing witnesses.

a cross-head mounted to slide lon 'itudinally and having a. rodextending rearv ardly from WILLIAM WARNER MURCH' Witnesses:

5 the cross-head to actuate a controller and the signals, as set forth.THEO. G. HOSTER, In testimony whereof I have signed my 1 JNO. M. BITTER.

